US7621789B2 - Watercraft propulsion system and operation control method therefor - Google Patents

Watercraft propulsion system and operation control method therefor Download PDF

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US7621789B2
US7621789B2 US11/874,033 US87403307A US7621789B2 US 7621789 B2 US7621789 B2 US 7621789B2 US 87403307 A US87403307 A US 87403307A US 7621789 B2 US7621789 B2 US 7621789B2
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electric motor
watercraft
mode
engine
propulsion system
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US20080090475A1 (en
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Takashi Mizokawa
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/14—Transmission between propulsion power unit and propulsion element
    • B63H20/20—Transmission between propulsion power unit and propulsion element with provision for reverse drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/007—Trolling propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

Definitions

  • the present inventions relate to watercraft propulsion systems and operation control methods therefor, and more particularly, to hybrid type watercraft propulsion systems which can include an engine and an electric motor working as drive power sources for a propeller.
  • Japanese Patent Documents JP-A-2004-257294 and JP-A-2006-36086 discloses a system in which the driving force by an electric motor assists the driving force by an engine to drive a power transmitting device.
  • Japanese Patent Document JP-A-2006-36086 discloses a system with a throttle grip that is pivotally operable and is attached to a handlebar and a control switch disposed adjacent to the throttle grip. Rotational directions of the electric motor can be controlled by operating the control switch, and rotational speeds of the electric motor and engine speeds of the engine are adjustable in response to a rotational operation of the throttle grip.
  • An aspect of at least one of at least one of the inventions disclosed herein includes the realization that hybrid systems that include an electric motor can offer a reverse gear system that is less complicated to operate than the gear shift systems noted above.
  • a watercraft propulsion system can include an engine and an electric motor working as drive power sources for a propeller.
  • the propulsion system can comprise first instructing means for instructing the activation of at least a stopping mode.
  • Control means can be provided for stopping the engine and for reversely rotating the electric motor when the first instructing means instructs the activation of the stopping mode.
  • an operation control method can be provided for a watercraft propulsion system including an engine and an electric motor working as drive power sources for a propeller.
  • the method can comprise receiving an instruction to activate an operation mode and stopping the engine and reversely rotating the electric motor when the instruction to activate the operation mode is received.
  • a watercraft propulsion system can include an engine and an electric motor both being configured to rotate a propeller.
  • the propulsion system can comprise a first input device configured to allow an operator to input forward and reverse commands, the first input device can be configured to output at least forward and reverse output signals.
  • a controller can be configured to control the output of the engine and the electric motor based on at least the forward and reverse commands from the first input device.
  • the controller can also be configured to disable combustion in the engine and rotate the electric motor in reverse when the output of the first input means changes from forward to reverse output signals.
  • FIG. 1 is a schematic diagram showing a watercraft propulsion system of an embodiment.
  • FIG. 2 is a schematic view showing an operating lever that can be used with the embodiment of FIG. 1 .
  • FIG. 3( a ) is a graph showing exemplary corresponding relationships between speeds of a watercraft and outputs of an electric motor
  • FIG. 3( b ) is a graph showing exemplary corresponding relationships between positions of a speed reduction assist lever and the outputs of the electric motor.
  • FIG. 4 is a flowchart showing higher level operations of the watercraft propulsion system.
  • FIG. 5 is a flowchart showing a determining processes that can be used as the operating mode determination at step S 17 of FIG. 4 .
  • FIG. 6 is a flowchart showing examples of stopping processes that can be used with the embodiment shown in FIG. 1 .
  • FIG. 7 is a flowchart showing examples of stopping mode determining and setting processes that can be used with the embodiment of FIG. 1 .
  • FIG. 8 is a flowchart showing examples of the stopping processes that can be used with the embodiment shown in FIG. 1 .
  • FIG. 9 is a schematic diagram showing a watercraft propulsion system in accordance with another embodiment.
  • FIG. 10 is a flowchart showing an examples of stopping processes that can be used with the embodiment of FIG. 9 .
  • FIG. 11 is a flowchart showing another examples of stopping processes that can be used with the embodiment of FIG. 9 .
  • the watercraft propulsion system 10 can be a hybrid type system including a propeller 12 , with an engine 14 and an electric motor 16 working as drive power sources of the propeller 12 .
  • the propulsion system can be a motor-centrally-positioned type watercraft propulsion system in which the electric motor 16 is positioned between the engine 14 and the propeller 12 .
  • the watercraft propulsion system 10 and the watercraft propulsion system 10 a described below, can be constructed as an outboard motor or as a part of a watercraft.
  • an electromagnetic clutch 22 can be disposed between a crankshaft 18 of the engine 14 and a rotor 20 of the electric motor 16 .
  • the crankshaft 18 and the rotor 20 can be connected to each other and disconnected from each other by on/off operations of the electromagnetic clutch 22 .
  • a driveshaft 24 can be coupled with the rotor 20 of the electric motor 16 .
  • the driveshaft 24 can be connected to the propeller 12 through bevel gears 26 .
  • a rotational direction of the propeller can be decided in accordance with a rotational direction of the electric motor 16 . However, other configurations can also be used.
  • An electric power generating body 28 for generating electric power by the engine can be disposed above the engine 14 .
  • the electric power generating body 28 can be positioned at a top end of the crankshaft 18 .
  • the engine 14 can have an exhaust conduit 30 for discharging exhaust gases to water, an ignition device 32 for igniting the engine 14 , a throttle valve 34 for adjusting a fuel supply amount to the engine 14 , an engine speed sensor 36 for detecting an engine speed, and a watercraft speed sensor 37 for detecting a speed of the watercraft to which the watercraft propulsion system 10 can be mounted.
  • the speed of the watercraft can be estimated based on the speed of the engine, as detected by the engine speed sensor 36 .
  • other configurations can also be used.
  • the throttle valve 34 can have a throttle motor 38 for driving the throttle valve 34 and a throttle opening degree sensor 40 for detecting an opening degree of the throttle valve 34 .
  • the exhaust conduit 30 can be placed in such a manner that its exhaust outlet can be positioned more rearward than the propeller 12 .
  • a controller 42 can be connected to the electric motor 16 , the electromagnetic clutch 22 , the electric power generating body 28 , the ignition device 32 , the engine speed sensor 36 , the speed sensor 37 , the throttle motor 38 and the throttle opening degree sensor 40 . Also, the controller 42 can be connected to a main switch 44 for starting/stopping the operation of the watercraft propulsion system 10 , an operating lever 46 for instructing a magnitude of an output of the drive power source along with a sort of operating mode, a drive/electric power generation switch 48 for setting either one of drive power generation and electric power generation, an abnormality lamp 50 for indicating abnormality, a battery 52 such as, for example, a 24V battery, and a battery voltage sensor 54 for detecting a voltage of the battery 52 .
  • a signal indicative of an opening degree of the throttle valve 34 can be provided from the throttle opening degree sensor 40 , a signal indicative of an engine speed of the engine 14 can be provided from the engine speed sensor 36 , a signal indicative of a speed of the watercraft can be provided from the speed sensor 37 , an on/off signal can be provided from the main switch 44 , a lever position signal indicative of a sort of operation mode and a magnitude of the output of the drive power source can be provided from the operating lever 46 , a setting signal indicative of either one of drive power generation and electric power generation can be provided from the drive/electric power generation switch 48 , and a signal indicative of a battery voltage can be provided from the battery voltage sensor 54 . Also, an electric power obtained by electric power generation by the electric power generating body 28 can be charged into the battery 52 through the controller 42 .
  • the controller 42 can provide an ignition instruction to the ignition device 32 , a drive signal to the throttle motor 38 , an on/off signal to the electromagnetic clutch 22 , a drive signal and the electric power from the battery 52 to the electric motor 16 , and a lamp turning-on signal to the abnormality lamp 50 .
  • the controller 42 can include a memory 42 a .
  • the memory 42 a can be used to store programs for executing operations shown in FIGS. 4 through 8 .
  • the memory 42 a can store calculation data, a speed reduction assist flag, a first preset value compared with a speed of the watercraft, a second preset value compared with a mean movement speed of the operating lever 46 , table data representing corresponding relationships between speeds of the watercraft and outputs of the electric motor 16 shown in FIG. 3( a ), etc.
  • other configurations can also be used.
  • modules can be in the form data tables or executable programs, routines or subroutines stored and/or run in the controller 42 or other devices.
  • these modules can be in the form of hard-wired feedback control circuits.
  • these modules can be constructed of a dedicated processor and a memory for storing a computer program configured to perform the steps of the processes described below or other processes with reference to data tables or maps of other modules.
  • these modules can be constructed of a general purpose computer having a general purpose processor and the memory for storing a computer program for performing the steps of those processes.
  • the controller 42 can be configured to take various steps to “stop” the engine 14 .
  • the controller 42 can be configured to disable combustion in the engine 14 by disabling the ignition system, disabling the fuel system, or closing the throttle valve 34 , or any combination of such.
  • other techniques can also be used for “stopping” the engine 14 .
  • the operating lever 46 can serve as a first instructing means or a first input means.
  • the controller 42 can serve as control means.
  • the speed sensor 37 can serve as speed detecting means.
  • other configurations can also be used.
  • positions of the operating lever 46 can be used to activate operation modes, such as, for example, but without limitation, normal sailing, trolling, stopping and backing.
  • the positions of the operating lever 46 can also be used to define magnitudes of outputs of the drive power sources.
  • preset forward and reverse ranges can be an interposed neutral point of the operating lever 46 , which can represent a stopping mode.
  • the preset range covering more forward direction area can include a trolling mode, and a range covering further forward range can represents a normal sailing or “cruising” mode.
  • a reverse direction range extending backward from the stopping mode position can represent a backing mode.
  • an operator can easily and continuously activate different operation modes and request the magnitudes of the outputs of the drive power sources by pivotally operating the operating lever 46 .
  • the operability can thus be enhanced.
  • mode change positions of the operating lever 46 can be different between the mode change position in an opening operation whereby the operating lever moves away from the neutral point and the mode change position in a closing operation whereby the operating lever approaches the neutral point, i.e., so-called hysteresis can be provided.
  • hysteresis can be provided.
  • step S 1 when a main switch 44 is pushed (step S 1 ), the system can be initialized (step S 3 ).
  • a lever position signal of the operating lever 46 can be inputted (step S 5 ) and a signal indicative of a battery voltage detected by the battery voltage sensor 54 can be inputted (step S 7 ).
  • a setting signal from the drive/electric power generation switch 48 can be inputted (step S 9 )
  • a signal indicative of an opening degree (throttle valve position) of the throttle valve 34 detected by the throttle opening degree sensor 40 can be input (step S 11 )
  • a signal indicative of an engine speed detected by the engine speed sensor 36 can be inputted (step S 13 ).
  • the controller 42 can detect whether any abnormality of the watercraft propulsion system 10 exists or not (step S 15 ), in any known manner. If no abnormality is detected, one of the operation modes can be determined (step S 17 ).
  • stopping processes can be executed (step S 19 ). If the operation mode is determined to be an advancing mode, advancing processes can be executed (step S 21 ). If the operation mode is determined to be the backing mode, backing processes can be executed (step S 23 ). If the operation mode is determined to be the electric power generating mode, electric power generating processes can be executed (step S 25 ). Afterwards, the program can return to the step S 5 .
  • the abnormality lamp 50 can be turned on by the instruction from the controller 42 (step S 27 ) and an abnormality stopping process can be executed (step S 29 ). Then, the program ends.
  • the controller 42 can determine whether the setting signal from the drive/electric power generation switch 48 indicates the electric power generation or the drive power generation modes (step S 51 ). If the drive power generation mode is set, it can be determined whether the position of the operating lever 46 changes or not (step S 53 ). If the lever position changes, it can be determined whether the position of the operating lever 46 is placed at the neutral point or in the forward range more than the neutral point (step S 55 ).
  • step S 57 it can be determined whether the operational direction of the operating lever 46 is a forward opening direction or not (step S 57 ).
  • the operational direction of the operating lever 46 can be determined based upon the lever positions in the last control cycle and in the present control cycle.
  • step S 57 it can be determined whether the position of the operating lever 46 is in the stopping range in the forward opening operation or not (step S 59 ). If the lever position is in the stopping range, it can be determined that the operation mode is the stopping mode (step S 61 ). On the other hand, if the lever position is not in the stopping range in the forward opening operation at the step S 59 , it can be determined that the operation mode is the advancing mode (step S 63 ). Additionally, when the operation mode is determined to be the advancing mode, the operation mode can be initially determined to be the trolling mode.
  • step S 57 If it is determined, at the step S 57 , that the operational direction of the operating lever 46 is the forward closing direction, it can be determined whether the position of the operating lever 46 is in the stopping range in the forward closing operation or not (step S 65 ). If the lever position is in the stopping range, it can be determined that the operation mode is the stopping mode (step S 67 ). On the other hand, if the lever position is not in the stopping range in the forward opening operation at the step S 65 , it can be determined that the operation mode is the advancing mode (step S 69 ).
  • step S 71 it can be determined, at the step S 71 , whether the operational direction of the control lever 46 is in the reverse opening direction or not. If it is the reverse opening direction, it can be determined whether the lever position is in the stopping range or in the reverse opening operation (step S 73 ). If the lever position is in the stopping range, the operation mode can be determined to be the stopping mode (step S 75 ). On the other hand, if the lever position is not in the stopping range in the reverse opening operation at the step S 73 , the operation mode is determined to be the backing mode (step S 77 ).
  • step S 71 If, at the step S 71 , the operational direction of the operating lever 46 is determined to be in the reverse closing direction, it can be determined whether the lever position is in the stopping range in the reverse closing operation or not (step S 79 ). Then, if the lever position in the stopping range, the operation mode is determined to be the stopping mode (step S 81 ). On the other hand, if the lever position is not in the stopping range in the reverse closing operation at the step S 79 , the operation mode can be determined to be the backing mode (step S 83 ).
  • the operation mode can be determined to be the electric power generating mode (step S 85 ).
  • step S 87 it can be determined whether the present mode is the electric power generating mode or not (step S 87 ). If the present mode is the electric power generating mode, the operation mode can be determined to be the stopping mode (step S 89 ). On the other hand, if the present mode is not the electric power generating mode at the step S 87 , the present mode is maintained (step S 91 ).
  • a speed reduction assist flag can be reset.
  • the stopping mode is determined and set (step S 101 ). For example, if a mean (e.g. average) movement speed of the operating lever 46 is equal to or faster than the second preset value, the speed reduction flag can be set (flag is set to be “1”), the stopping mode can be set to be a watercraft speed reduction assist mode in which watercraft speed reduction is assisted.
  • a mean e.g. average
  • the speed reduction flag can be set (flag is set to be “1”)
  • the stopping mode can be set to be a watercraft speed reduction assist mode in which watercraft speed reduction is assisted.
  • the controller 42 can determine whether the stopping mode is the speed reduction assist mode or not (step S 103 ). Whether it is speed reduction assist mode or not can be determined by determining whether the speed reduction assist flag is set or not.
  • step S 105 determines whether the engine 14 is stopping or not. If the engine 14 is not stopping, a process for disconnecting the electromagnetic clutch 22 can be executed (step S 107 ), and a process for stopping the engine 14 can be executed (step S 109 ). The program proceeds to a step S 111 . On the other hand, if the engine 14 is stopping at the step S 105 , the program 42 directly proceeds to a step S 11 .
  • a signal indicative of a speed of the watercraft detected by the speed sensor 37 can be inputted into the controller 42 . It can be determined whether the speed of the watercraft is lower than the first preset value (speed reduction assist finishing speed, for example, one knot) or not (step S 113 ). If the speed of the watercraft is equal to or higher than the first preset value, the controller 42 , referring to the table data that represent the corresponding relationships of FIG. 3( a ), can calculate a drive current for the electric motor provided to the electric motor 16 so that a motor output corresponding to the speed of the watercraft can be obtained (step S 115 ).
  • the controller 42 referring to the table data that represent the corresponding relationships of FIG. 3( a ), can calculate a drive current for the electric motor provided to the electric motor 16 so that a motor output corresponding to the speed of the watercraft can be obtained (step S 115 ).
  • a sudden change restricting process can be executed (step S 117 ) so that the drive current for the electric motor does not suddenly change, and a reverse rotation output process of the electric motor 16 can be executed (step S 19 ).
  • the controller 42 resets the speed reduction assist flag (flag can be set to be “0”) (step S 121 ) and executes the stopping process of the electric motor 16 (step S 123 ).
  • the processes of the steps S 105 through S 123 are executed to stop the engine 14 and to reversely rotate the electric motor 16 so as to reversely rotate the propeller 12 ; thereby, the watercraft is slowed and stopped. Additionally, no gear shifting transmission is necessary to cause this reverse propeller rotation.
  • step S 125 the controller 42 determines whether the engine 14 is stopping or not. If the engine 14 is not stopping, the process for disconnecting the electromagnetic clutch 22 can be executed (step S 127 ), the process for stopping the engine 14 can be executed (step S 129 ), and the stopping process of the electric motor 16 can be executed (step S 131 ). On the other hand, if the engine 14 is stopping at the step S 125 , the program ends.
  • the processes of the steps S 125 through S 131 are executed to stop the engine 14 without reversely rotating the electric motor 16 ; thereby, the watercraft is slowed and stopped.
  • the controller 42 can determine whether the operation mode is the speed reduction assist mode or not (step S 201 ). If it is not the speed reduction assist mode, historical information of the operating lever positions within past preset cycles (for example, ten times) stored in the memory 42 a can be updated (step S 203 ). The controller 42 determines whether the operating mode in the last cycle is the advancing mode or not (step S 205 ).
  • a mean movement speed of the operating lever 46 through the past preset cycles can be calculated (step S 207 ).
  • This mean movement speed can be found, for example, as follows: A movement distance of the operating lever 46 in one cycle can be found based upon the historical information of the operating lever position stored in the memory 42 a . The movement distance can be divided by the required time for one cycle to obtain a movement speed in one cycle. This process can be repeatedly executed on the past preset cycles. Then, the obtained movement speeds can be averaged to find the mean movement speed. However, other techniques can also be used.
  • the controller 42 can also determine whether the mean movement speed is greater than the second preset value (step S 209 ). If the mean movement speed is greater than the second preset value, the controller 42 determines that it can be instructed the speed reduction assist mode, the speed reduction assist flag can be set, and the controller 42 can set the speed reduction assist mode (step S 211 ). On the other hand, if the mean movement speed is equal to or lower than the second preset value at the step S 209 , the controller 42 determines that it is not instructed the speed reduction assist mode and proceeds with keeping the speed reduction assist flag reset.
  • step S 201 is “YES”
  • step S 205 is “NO”
  • controller 42 proceeds with keeping the speed reduction assist flag reset.
  • the speed reduction assist mode when the speed reduction assist mode is instructed as the stopping mode, not only the engine 14 can be stopped but also the electric motor can be reversely rotated to reversely rotate the propeller 12 ; thereby, the watercraft can be promptly stopped.
  • the speed reduction assist mode if the speed reduction assist mode is not instructed, the engine 14 can be stopped without the electric motor 16 being reversely rotated to execute the stopping process.
  • the stopping mode by allowing the stopping mode to be proceed with the speed reduction assist mode or not, the watercraft can be stopped in accordance with different modes.
  • the propeller 12 can be reversely rotated by simply reversely rotating the electric motor 16 , no gear shifting transmission is required, thus reducing the cost and complexity of propulsion systems that offer a reverse drive mode.
  • the engine 14 can be stopped in the stopping mode.
  • the electric motor 16 is reversely rotated in response to the speed of the watercraft until the speed of the watercraft to which the watercraft propulsion system 10 can be mounted falls below the first preset value that can be extremely slow speed, and the electric motor 16 can be stopped when the speed of the watercraft falls below the first preset value.
  • the electric motor 16 can be controlled based upon the speed of the watercraft to smoothly and promptly stop the watercraft.
  • the watercraft propulsion system 10 further has a speed reduction assist lever 56 corresponding to the second instructing means for instructing speed reduction assist by the electric motor 16 .
  • the memory 42 a stores table data representing corresponding relationships between positions (operational amounts) of the speed reduction assist lever 56 and the outputs of the electric motor 16 shown in FIG. 3( b ).
  • the speed reduction assist flag is reset. Additionally, because the processes of the steps S 301 through S 331 shown in FIG. 8 can be the same as the processes of the steps S 101 through S 131 shown in FIG. 6 , the duplicate descriptions are omitted and processes of steps S 333 through S 341 are described below.
  • the program proceeds to the step S 333 .
  • step S 333 it can be determined whether the speed of the watercraft can be lower than the preset value (for example, one knot) or not. If the speed of the watercraft is equal to or higher than the first preset value, the controller 42 , referring to the table data that represent the corresponding relationships of FIG. 3( b ), calculates a drive current for the electric motor provided to the electric motor 16 so that a motor output corresponding to the position of the speed reduction assist lever is obtained (step S 335 ). Then, the sudden change restricting process can be executed (step S 337 ) so that the drive current for the electric motor does not suddenly change, and a reverse rotation output process of the electric motor 16 can be executed (step S 339 ).
  • the preset value for example, one knot
  • the reverse rotation output of the electric motor 16 is “0”.
  • the speed reduction assist by the speed reduction assist lever 56 i.e., the reverse rotation of the electric motor 16 is not made.
  • step S 341 the stopping process of the electric motor 16 can be executed (step S 341 ).
  • the same or substantially the same effects as that of the previously described operation example can be obtained. Further, if the operator wants to quickly stop the watercraft even in a mode other than the speed reduction assist mode, the operator can reversely rotate the electric motor 16 to reversely rotate the propeller 12 by operating the speed reduction assist lever 46 .
  • the speed reduction assist can be performable in such a way, and the convenience for the operator can be enhanced.
  • the watercraft propulsion system 10 a can be structured as a motor-upper-location-positioned type in which an electric motor 16 can be located above an engine 14 and has no electromagnetic clutch 22 .
  • a driveshaft 24 can be coupled with a lower end portion of a crankshaft 18 of the engine 14 .
  • a rotor 20 of the electric motor 16 can be coupled with a top end portion of the crankshaft 18 .
  • An electric power generating body 28 can be disposed at a top end of the rotor 20 .
  • a memory 42 a can be configured to store programs or the like for executing operations shown in FIGS. 10 and 11 . Because the other structures can be similar or the same as those of the watercraft propulsion system 10 described above, duplicate descriptions are omitted.
  • a speed reduction assist flag can be reset.
  • the stopping mode is determined and set (step S 401 ).
  • the controller 42 can determine whether the stopping mode is the speed reduction assist mode or not (step S 403 ). If the speed reduction assist flag is set and thus it is the speed reduction mode, the controller 42 determines whether the engine 14 is stopping (step S 405 ). If the engine 14 is not stopping, the process for stopping the engine 14 can be executed (step S 407 ). Because the watercraft propulsion system 10 a has no electrically operated clutch 22 , the reverse rotation of the electric motor 16 is started after the engine 14 is stopped.
  • a signal indicative of the speed of the watercraft detected by the speed sensor 37 can be inputted into the controller 42 (step S 409 ).
  • the controller 42 can determine whether the speed of the watercraft is lower than the first preset value or not (step S 411 ). If the speed of the watercraft is equal to or higher than the first preset value, the controller 42 , referring to the table data that represents the corresponding relationships of FIG. 3( a ), calculates a drive current for an electric motor provided to the electric motor 16 so that a motor output corresponding to the speed of the watercraft can be obtained (step S 413 ).
  • a sudden change restricting process can be executed (step S 415 ) so that the drive current for the electric motor does not suddenly change, and a reverse rotation output process of the electric motor 16 can be executed (step S 417 ).
  • the controller 42 resets the speed reduction assist flag (step S 419 ) and executes the stopping process of the electric motor 16 (step S 421 ).
  • step S 423 determines whether the engine 14 is stopping or not. If the engine 14 is not stopping, the process for stopping the engine 14 can be executed (step S 425 ), and the stopping process of the electric motor 16 can be executed (step S 427 ). On the other hand, if the engine 14 is stopping at the step S 423 , the program ends.
  • the speed reduction assist mode when the speed reduction assist mode is instructed as the stopping mode, not only the engine 14 is stopped but also the electric motor can be reversely rotated to reversely rotate the propeller 12 ; thereby, the watercraft can be promptly stopped.
  • the speed reduction assist mode if the speed reduction assist mode is not instructed, the engine 14 can be stopped without the electric motor 16 being reversely rotated to execute the stopping process.
  • the stopping mode by allowing the stopping mode to operate whether the speed reduction mode is set or not, the watercraft can be stopped in different modes.
  • the propeller 12 can be reversely rotated by simply reversely rotating the electric motor 16 , no change mechanism is required, differently from a conventional engine outboard motor, and the structure is not complicated.
  • the engine 14 can be stopped in the stopping mode.
  • the electric motor 16 can be reversely rotated in response to the speed of the watercraft until the speed of the watercraft to which the watercraft propulsion system 10 can be mounted falls below the first preset value that can be extremely slow speed, and the electric motor 16 can be stopped when the speed of the watercraft falls below the first preset value.
  • the electric motor 16 can be controlled based upon the speed of the watercraft to smoothly and promptly stop the watercraft.
  • the watercraft propulsion system 10 a further has a speed reduction assist lever 56 .
  • the memory 42 a stores table data representing corresponding relationships between positions of the speed reduction assist lever 56 and the outputs of the electric motor 16 shown in FIG. 3( b ).
  • the speed reduction assist flag can be reset. Additionally, because the processes of the steps S 501 through S 527 shown in FIG. 11 can be similar or the same as the processes of the steps S 401 through S 427 shown in FIG. 10 , the duplicate descriptions are omitted and processes of steps S 529 through S 537 will be described below.
  • step S 527 In operations, after executing the process of the step S 527 or if the step 523 is “YES”, the program proceeds to the step S 529 .
  • step S 529 it is determined whether the speed of the watercraft is lower than the preset value or not. If the speed of the watercraft is equal to or higher than the first preset value, the controller 42 , referring to the table data that represent the corresponding relationships of FIG. 3( b ), calculates a drive current for an electric motor provided to the electric motor 16 so that a motor output corresponding to the position of the speed reduction assist lever can be obtained (step S 531 ). Then, the sudden change restricting process can be executed (step S 533 ) so that the drive current for the electric motor does not suddenly change, and a reverse rotation output process of the electric motor 16 can be executed (step S 535 ).
  • step S 537 the stopping process of the electric motor 16 is executed (step S 537 ), and the program ends.
  • the same effect as that of the operation example shown in FIG. 10 can be obtained. Further, if the operator wants to quickly stop the watercraft even in a mode other than the speed reduction assist mode, the operator can reversely rotate the electric motor 16 to reversely rotate the propeller 12 by operating the speed reduction assist lever 46 .
  • the speed reduction assist can be performable in such a way, and the convenience for the operator can be enhanced.
  • the determination whether the speed reduction assist mode is instructed or not is made based upon the mean movement speed of the operating lever 46 , this invention is not limited to the embodiments described above. The determination can be made based upon any information relating to the positions of the operating lever 46 .
  • the controller 42 is stopping the engine 14 and reversely rotating the electric motor 16 only by receiving the instruction of the stopping mode, whether the speed reduction assist mode is instructed by the operating lever 46 or not.
  • the electric motor 16 can be controlled based upon a speed of the watercraft.
  • the first instructing means can be a joystick.
  • the second instructing means can be a pedal type device which is operable by foot.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Stopping Of Electric Motors (AREA)
US11/874,033 2006-10-17 2007-10-17 Watercraft propulsion system and operation control method therefor Active 2027-11-15 US7621789B2 (en)

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JP2006282197A JP2008100534A (ja) 2006-10-17 2006-10-17 船推進機およびその運転制御方法

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US8682516B1 (en) 2010-10-22 2014-03-25 Brunswick Corporation Systems and methods for powering hybrid marine propulsion systems
US8690616B2 (en) 2009-04-07 2014-04-08 Zf Friedrichshafen Ag Ship propulsion system
US8725329B1 (en) 2013-02-07 2014-05-13 Brunswick Corporation Schedule-based methods and systems for controlling hybrid marine propulsion systems
US8762022B1 (en) 2012-08-17 2014-06-24 Brunswick Corporation Marine propulsion system with efficient engine speed delta
US8808139B1 (en) 2012-05-18 2014-08-19 Brunswick Corporation Hybrid marine propulsion systems having programmable clutch operations
US8992274B1 (en) 2012-06-15 2015-03-31 Brunswick Corporation Systems and methods for manually operating hybrid propulsion and regeneration systems for marine vessels
US9054555B1 (en) 2011-03-22 2015-06-09 Brunswick Corporation Methods and systems for charging a rechargeable battery device on a marine vessel
WO2021081645A1 (fr) * 2019-10-29 2021-05-06 Glas Ocean Electric Inc. Système et procédé de propulsion marine hybride
WO2024121797A1 (fr) * 2022-12-07 2024-06-13 Duxion Motors, Inc. Système de propulsion hybride

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US8608521B1 (en) 2011-05-03 2013-12-17 Brunswick Corporation Mission-based systems and methods for operating hybrid propulsion systems for marine vessels
US8808139B1 (en) 2012-05-18 2014-08-19 Brunswick Corporation Hybrid marine propulsion systems having programmable clutch operations
US8992274B1 (en) 2012-06-15 2015-03-31 Brunswick Corporation Systems and methods for manually operating hybrid propulsion and regeneration systems for marine vessels
US8762022B1 (en) 2012-08-17 2014-06-24 Brunswick Corporation Marine propulsion system with efficient engine speed delta
US9156536B1 (en) 2012-08-17 2015-10-13 Brunswick Corporation Marine propulsion system with efficient engine speed delta
US8725329B1 (en) 2013-02-07 2014-05-13 Brunswick Corporation Schedule-based methods and systems for controlling hybrid marine propulsion systems
WO2021081645A1 (fr) * 2019-10-29 2021-05-06 Glas Ocean Electric Inc. Système et procédé de propulsion marine hybride
WO2024121797A1 (fr) * 2022-12-07 2024-06-13 Duxion Motors, Inc. Système de propulsion hybride

Also Published As

Publication number Publication date
EP1914161A2 (fr) 2008-04-23
EP1914161A3 (fr) 2014-06-04
EP1914161B1 (fr) 2017-03-01
JP2008100534A (ja) 2008-05-01
US20080090475A1 (en) 2008-04-17

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